LGV Rhin-Rhône

LGV Rhin-Rhône (east branch)
Map of the east branch (dashed the second phase)
Route number (SNCF) :	014 000
Route length:	140 km
Gauge :	1435 mm ( standard gauge )
Power system :	25 kV 50 Hz  ~
Top speed:	320 km / h
Dual track :	continuous
Legend Route from Dijon (2nd phase) Viaduc de Genlis (180 m) 0.0 Route to Dole 4.9 Abzw from Villers-les-Pots Gray – Saint-Jean-de-Losne railway line Estacade d'Athée (192 m) Estacade de Poncey-lès-Athée (480 m) 8.3 Viaduc de la Saône (380 m) Estacade d'Auxonne (288 m) Montagney – Miserey railway line 51.9 Besançon Franche-Comté TGV 52.3 Route to Besançon-Viotte-Vesoul Geneuille maintenance base 57.1 Besançon stretch 57.3 Viaduc de l'Ognon (downstream) (113 m) 59.9 Viaduc de la Buthiers (100 m) 76.9 Viaduc de la Quenoche (420 m) 77.9 Viaduc de la Linotte (362 m) Besançon-Viotte-Vesoul railway line Montbozon – Lure railway line 88.8 Viaduc de l'Ognon (upstream) (178 m) Montbozon – Lure railway line Former construction logistics center Villersexel 111.9 Viaduc de Corcelles (445 m) 115.1 Tunnel de Chavanne (1970 m) 117.4 Viaduc du Pertuis (220 m) 118.7 Viaduc d'Aibre-Trémoins (250 m) 119.0 Overburden Bois de la Faye (170 m) 122.3 Viaduc des Epenottes (450 m) 124.3 Viaduc de la Lizaine (717 m) Dole – Besançon – Belfort railway line 130.8 Viaduc de la Savoureuse (816 m) 133.9 Belfort-Montbéliard TGV  railway line Delémont – Belfort 137.9 From Petit-Croix to Mulhouse Viaduc de la Madeleine (110 m),   Paris – Mulhouse railway line Viaduc Viaduc de Larivière (900 m) Viaduc via the A 36 Viaduc Viaduc Viaduc Range from Kruth Line from Strasbourg ( overpass structure ) Viaduc (2nd phase) Route to Mulhouse

The LGV Rhin-Rhône ([ ɛl.ʒe.ve ˈʁɛ̃ ˈʁoːn ], short for Ligne à grande vitesse Rhin-Rhône , "high-speed line Rhine-Rhone") is a partly in operation, partly planned high-speed route in France .

The project has a double function: on the one hand, travel times between southern Alsace / north-western Switzerland and Paris are to be reduced, and on the other hand, it should enable faster connections from Alsace to the Lyon area, where the route to the LGV Rhône-Alpes should connect. The building owner is Réseau ferré de France (RFF), the French rail infrastructure authority. The first section of the east branch went into operation on December 11, 2011.

course

The three branches of the LGV Rhin-Rhône

Overview map

The project consists of three branches:

• the east branch that connects the greater Mulhouse and Dijon areas,
• the Westast, the Greater Dijon and pulled out at Montbard long connection to the around 18 kilometers existing Dijon branch of the LGV Sud-Est manufactures and
• the south branch, which should ensure the long-term connection to the greater Lyon area.

So far, only the eastern branch is in operation, the western and southern sections are still in the planning phase. The construction work for the second phase of the east branch should begin in 2014 ^[obsolete] ; this should go into operation in 2018.

history

The first investigations into the construction of a new line began in May 1991, the preliminary studies took place from 1992. In November 1997 it was decided to build the line in parallel with LGV Est . When the French cabinet approved the financing for the construction of the LGV Est on February 4, 1998, contrary to expectations, it initially decided not to build the LGV Rhin-Rhône, for which preliminary studies should initially be continued.

At the beginning of July 1999 the large-scale layout of the LGV was decided. In addition to the selected route via Auxonne (between Dijon and Dole) to Petit-Croix (near Belfort), a variant from Devecey (near Besançon) to Lutterbach (near Mulhouse) was discussed. The construction costs for both variants had been estimated at 8.9 billion francs, with the selected route suggesting that traffic would increase by around 30 percent. With the decision on the course of the route, the way was paved for a detailed economic investigation, which in turn was a prerequisite for the declaration of the public benefit of the project.

The procedure for determining the public benefit, déclaration d'utilité publique (DUP), of the Ostast was successfully completed on January 25, 2002. Planning for the route began in 2004. On February 28, 2006, the presidents of the Alsace, Franche-Comté , Burgundy and Rhône-Alpes regions agreed on the financing of this first phase of the route. The corresponding contract was signed on February 28, 2006 in Paris. At this point in time, the departments of Jura and Côte-d'Or were not yet involved. The financial contribution from the European Union was also not yet secured. Switzerland contributed 100 million francs to the financing. A journey time of 156 minutes was expected between Paris and Mulhouse, and 193 minutes between Lyon and Strasbourg.

On December 11, 2011, the first section of the east branch (Villers-les-Pots-Petit-Croix) went into operation. In the first two years of operation, 16 million passengers were en route. They were distributed almost evenly between the east-west and north-south relations. A fifth of the travelers were international.

East branch

construction

The east branch was realized in two sections. The ground-breaking ceremony for the first construction phase took place on July 3, 2006. It covers 140 kilometers of new line from Villers-les-Pots east of Dijon to Petit-Croix southeast of Belfort . Commissioning took place on December 11, 2011 and thus stayed on schedule. Of the total costs of 2.312 billion euros, the regions and municipalities crossed should bear 719 million euros. The European Union should contribute 200 million euros, Switzerland 66 million euros (100 million francs ).

In Villers-les-Pots and Petit-Croix, the new line is connected to the old line. In the municipality of Villersexel , a construction logistics center for route equipment was created. This was connected to the new line via the future route of a bypass road. It was connected to the reactivated Lure – Loulans-les-Forges railway line , which was closed in 1986. At the end of June 2009, the first track was laid near Les Magny in the Haute-Saône department . On January 31, 2011, the track laying was completed during a ceremony in the presence of the French Prime Minister François Fillon . The French President Nicolas Sarkozy inaugurated the route on September 8, 2011. The line will be equipped with the European management and control system ERTMS and the French TVM 430 . The connecting track from the construction logistics center to the LGV was dismantled after commissioning, the planum is now used by a road.

In a second phase, a 35-kilometer eastern section from Petit-Croix to Lutterbach (west of Mulhouse) and a 15-kilometer western section from Villers-les-Pots to the eastern outskirts of Dijon are to be realized. However, the project is currently not a priority

Engineering structures

The Viaduc de la Saône

175 engineering structures had to be built for the 140 kilometers of the first phase. There are 160 smaller engineering structures (road bridges, green bridges) and 12 larger structures. 80 road bridges, 51 railway overpasses, 87 wild bridges , 210 smaller culverts, 26,410 meters of noise barriers / walls, a maintenance base in Geneuille , two substations, in Héricourt- Bussurel and in Besançon, and two new train stations were built.

List of the most important civil engineering structures on the eastern branch of the LGV Rhin-Rhône

Name of the building	place	obstacle	length
Viaduc de la Bourbeuse	Petit Croix	Madeleine	110 m
Viaduc de la Savoureuse (the longest viaduct)	Bermont	Savoureuse , Canal de la Haute-Saône	792 m
Viaduc de la Lizaine (the highest viaduct)	Héricourt	Lizaine , Dole – Belfort railway line	717 m
Viaduc des Épenottes	Tavey	wooded valley of the Épenottes	450 m
Covering the Bois de la Faye	between Trémoins and Aibre	Bois de la Faye	170 m
Viaduc d'Aibre-Trémoins	Aibre	Valley between Aibre and Trémoins	250 m
Viaduc du Pertuis	Aibre	wooded valley of the river Rupt	220 m
Tunnel de Chavanne	between Aibre and Villers-sur-Saulnot	Bois du Mont	1970 m
Viaduc de Corcelles	Saulnot	a stream and a lake	445 m
Viaduc de l'Ognon (upstream)	Thieffrans	Ognon	178 m
Viaduc de la Linotte	Ormenans	La Linotte	362 m
Viaduc de La Quenoche	Loulans-Verchamp	Quenoche Brook	420 m
Viaduc de la Buthiers	Buthiers	La Buthiers	100 m
Viaduc de l'Ognon (downstream)	Chevroz	L' Ognon	113 m
Viaduc de la Saône	Auxonne	Saone	380 m

Train stations

At the east branch of the LGV Rhin-Rhône there are two train stations:

• Belfort-Montbéliard TGV , near Meroux , south of Belfort and northeast of Montbéliard . It is planned to establish a connection to Belfort station via the Belfort – Delle railway line .
• Besançon Franche-Comté TGV , near Les Auxons , north of Besançon . Here you can change trains to the Besançon-Viotte city station .

Technical equipment

The Belfort-Montbéliard TGV train station

The 140 kilometers of the first section were built for a speed of 350 km / h, in normal operation this is 320 km / h. The maximum speed in the tunnel de Chavanne is 270 km / h. There is a track change every 20 kilometers. The line is equipped with the TVM 430 train protection system, it was originally planned to equip it with ETCS Level 2 , but this has been delayed.

The route is remotely controlled from the control center, the Commande Centralisée du réseau Bourgogne-Franche-Comté (CCR), in Dijon. When it went into operation, the Besançon-Viotte-Auxon-Dessus section of the Besançon-Viotte-Vesoul railway line was reactivated and electrified and completely renewed. In addition, a double-track connecting curve was built south of Dijon, through which some TGV can skip the headache in Dijon, it is also used by freight trains.

business

TGV 2N2 test train with special paintwork on the LGV Rhin-Rhône

Bridge of the LGV Rhin-Rhône south of Belfort over the Savoureuse , the Canal de la Haute-Saône and the Autoroute A36 in Trévenans

Bridge northwest of Montbéliard over the Rupt in the municipality of Aibre

Test drives have been carried out on the eastern section since June 20, 2011. For this purpose, a TGV 2N2 was given a special paint job. This train has gradually reached up to 352 km / h. These tests, which were supposed to check whether all components were working properly, lasted until the end of August 2011. Since December 11, 2011, the route has been on schedule. The new route will also be used by trains from Mulhouse and Basel / Zurich , as the journey time is 30 minutes shorter than the LGV Est européenne .

The SNCF since March 23, 2012 sends a pair of trains with new TGV trains of the type 2N2 on the line between Frankfurt and Marseille on Strasbourg and Lyon one. In the past, Deutsche Bahn had expressed plans several times to use two pairs of trains with the new ICE 3 on the same route when the timetable changes in December 2011 . However, due to delays in the delivery of these ICEs, this time has been postponed.

Since August 26, 2013, a pair of trains has been traveling between Paris and Freiburg im Breisgau on the Müllheim – Mühlhausen railway line every day . In addition, a pair of trains is planned from southern France via Strasbourg to Stuttgart. TGV connections to southern France should also be provided from Basel and Zurich, but this has been postponed.

Travel times

Since the first section of the east branch went into operation, the following travel times are possible compared to before:

route	Today's driving time	Earlier travel time
Mulhouse ↔ Paris	2:41 h	3:11 h
Mulhouse ↔ Lyon	2:50 h	3:45 h
Mulhouse ↔ Dijon	1:05 h	2:40 h
Strasbourg ↔ Lyon	3:40 h	4:35 h
Belfort ↔ Paris	2:20 h	3:50 h
Belfort ↔ Dijon	0:50 h	2:15 h
Dijon ↔ Frankfurt	3:30 h	6:30 h
Dijon ↔ Strasbourg	1:55 h	3:35 h
Besançon ↔ Marseille	3:35 h	4:15 h
Besançon ↔ Zurich	1:55 h	3:25 h
Paris ↔ Zurich	4:03 h	4:30 h
Paris ↔ Basel	2:50 h	3:20 h
Frankfurt ↔ Marseille	7:46 h	8:16 h

financing

The distribution of the costs of the first section

The cost of building the 140 kilometers of the east branch is 2.312 billion euros. The amount is distributed among several financing partners (figures in million euros):

• 751: French Republic
• 642: Réseau ferré de France
• 316: Franche-Comté region
• 206: Alsace
• 200: European Union
• 131: Burgundy region
• 066: Swiss Confederation

environment

About 40% of the first section is in a wooded area. A total of 37 large game bridges were built in coordination with local representatives. Either a path or body of water leads over these bridges, or they are just for wildlife. In addition, 51 passages for small wild animals were built. To ensure the continued existence of the amphibians , 27 pools were created.

The " carbon accounting " has been taken into account since the beginning of the planning in order to keep the emission of greenhouse gases during the construction phase and operation as low as possible.

Noise protection was also taken into account, among other things an attempt was made to build the route as far away as possible from buildings in order to keep the impact on the residents as low as possible. Ten buildings had to be demolished or relocated over the 140 kilometers of the first phase.

West branch

Planned course of the western branch, an extension to LGV Sud-Est is being considered

The west branch consists of the crossing of Dijon , where a new train station is to be built, the connection to the Paris – Marseille line near Montbard and the connection with the LGV Sud-Est at the Pasilly-Aisy junction.

This branch is intended to speed up connections with the Île-de-France region . The previously planned section is to leave the old line near Turcey and bypass Dijon to the north; a new station is to be built near the current Dijon-Porte-Neuve station.

A route via Troyes is also under discussion, this would solve the capacity problems of LGV Sud-Est . This alternative to LGV Center France would cost less while increasing capacity. At the end of 2007, the Mayor of Troyes announced that it would promote this route in cooperation with the City of Dijon.

South branch

In 2009 the regional planning procedure for the 150-kilometer south branch was initiated. Seven routes were put up for discussion by the RFF; the route parallel to the A 39 motorway is preferred . The cost is estimated at 3 billion euros.

Three new train stations are to be built on this branch, near Dole , Lons-le-Saunier and Bourg-en-Bresse . The MPs of the Burgundy region are against the bundled route and prefer the expansion of the existing Dijon – Mâcon line to a speed of 220 km / h, which would shorten the journey time by 6 minutes.

See also

• Swiss railway projects: HGV connection

Web links

Commons : LGV Rhin-Rhône  - Collection of images, videos and audio files

• Official website of the project
• The LGV Rhin-Rhône on structurae.de
• Private blog about the construction of the LGV Rhin-Rhône
• Information on the reopening of the Belfort-Bienne line
• Texts in German: Association Trans Europe TGV Rhin Rhône Méditerranée
• Videos from different locations of the construction

literature

• Harald Schönfeld: Between the Rhine and the Rhone . In: Eisenbahn Modellbahn Magazin . tape 50 , no. 1 , 2012, p. 30-31 .

Individual evidence

1. ↑ ^{a b c} Lancement des travaux Cahier Spécial, p. 3 (PDF; 1.4 MiB)
2. ↑ Announcement "Green light" for TGV Est . In: Eisenbahn-Revue International , Edition 3, 1998, ISSN  1421-2811 , p. 105
3. ↑ ^{a b} Message TGV Rhine-Rhône . In: Eisenbahn-Revue International , issue 10, year 1999, ISSN  1421-2811 , p. 433
4. ^ Message TGV Rhin - Rhône . In: Eisenbahn-Revue International . Issue 4/2006, ISSN  1421-2811 , p. 192.
5. ^ Badische Zeitung December 10, 2011 Paris is getting a little closer again
6. ↑ International reports . In: Eisenbahn-Revue International . No. 2 , 2014, ISSN  1421-2811 , p. 76 .
7. ↑ ^{a b} Monique Clémens: LGV Rhin-Rhône: vers une mise en service dans deux ans. In: Les Echos, October 15, 2009, p. 6
8. ↑ From 2012 in three hours from Basel to Paris . In: Eisenbahn-Revue International . Issue 8–9 / 2006, ISSN  1421-2811 , p. 410.
9. ^ TGV Rhin-Rhône Le premier rail a été posé here matin devant un parterre d'élus In: L'alsace, 30 June 2009
10. ↑ Pose du dernier rail de la Ligne à Grande Vitesse Rhin-Rhône branche Est Official press release on the project website
11. ↑ Sarkozy opens section for super express train ( memento from January 24, 2013 in the web archive archive.today ) AFP message from September 8
12. ↑ Information about the signaling of the route
13. ^ LGV Rhin-Rhône: terminer la ligne n'est pas une priorité in: France 3 of February 2, 2018
14. ↑ Site officiel - Fiche d'information sur le génie civil (PDF; 4.1 MiB)
15. ↑ Lettre aux riverains n ° 26 de janvier 2011
16. ↑ La lettre aux riverains n ° 26 (January 2011) pp. 5-6 (PDF; 1.2 MiB)
17. ↑ Site officiel - Fiche d'information sur le raccordement de Perrigny (PDF; 451 KiB)
18. ^ LGV Rhin-Rhône: la nouvelle rame testée on republicain-lorrain.fr
19. ↑ To the Mediterranean in an open-plan car: the new 407 series . In: turntable . No. 224, 2010, pp. 15-17.
20. ↑ Deutsche Bahn: TGV to Marseille from March - ICE 3 / BR 407 from August Report from Euralpress.de of October 14, 2011
21. ↑ Freiburg's fastest train: our new TGV to Besancon, Dijon and Paris Gleisnost.de, June 30, 2013
22. ↑ Timetable bahn.de (source for start date, in Sept. 2014 without content)
23. ↑ Site officiel - Vue sur les travaux - Lot A3 (PDF; 2.1 MiB)
24. ↑ Site officiel - Fiche d'information sur la préservation de la biodiversité (PDF; 4.8 MiB)
25. ↑ Site officiel - Plaquette bilan carbone (PDF; 5.5 MiB)
26. ↑ Site officiel - Fiche d'information sur l'environnement (PDF; 210 KiB)
27. ↑ Site officiel - Branche ouest: résultat des études
28. ↑ Double Movement du TGV Paris-Lyon: Baroin veut qu'il passe par Troyes. Liberation Champagne 5 December 2007
29. ↑ Nathalie Bertheux: Les élus du Jura se mobilisent pour la branche sud de la LGV. Le Progrès, September 9, 2009, archived from the original on September 11, 2009 ; Retrieved April 29, 2013 .